Method for space allocation determination based on green-light time in a signalized intersection

ABSTRACT

A method for determining space allocation and signal timing of an isolated signalized intersection consists of at least one remote server and a processing module that is communicably coupled with the at least one remote server. A plurality of traffic-related data, wherein the plurality of traffic-related data reflects activity at the isolated signalized intersection, is received through the processing module. A space determination process is performed on the plurality of traffic-related data through the processing module. Next, a timing determination process is performed on the plurality of traffic-related data through the processing module in order to minimize the average intersection delay at the isolated signalized intersection. Based upon the results from the space determination process and the timing determination process a cycle length is determined for the isolated signalized intersection.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application is a Continuation of U.S. application Ser. No.16/448,825, now allowed, having a filing date of Jun. 21, 2019.

BACKGROUND Field of the Invention

The present disclosure relates to a procedure for signal time planningupon identifying a phasing scheme and selecting a lane allocation. Inone aspect the procedure is applicable for any quantity of vehicles thatis at an intersection. In particular, the method of the presentdisclosure provides a signal-timing plan that takes into accountintersection space at an intersection and provides a phasing scheme forthe intersection.

Description of the Related Art

A major cause of traffic congestion at intersections is the fluctuationof the volume of traffic. Signal phasing schemes are usually selectedbased on traffic demand characteristics. In general, an approach-basedphasing scheme is used at signalized intersections where each phase isfully protected and allocated for left, right, and through movements ofa given approach. The approach-based phasing scheme, illustrated in FIG.2 , is preferable due to the ease of implementation. However, a concernof the approach-based phasing scheme is the inability to adjustaccording to the volume changes of an approach. Lane usage violationswhere vehicles make turns from exclusive through lanes and vice versaalso contribute to traffic congestion. See Habibi, H. (2016), Assessmentof dynamic lane grouping for isolated signalized intersection andapplication of machine learning models (Master dissertation, King FahdUniversity Of Petroleum & Minerals), incorporated herein by reference inits entirety.

In FIG. 3 , a movement-based phasing scheme is illustrated where trafficis controlled based on the movement of opposite approaches and laneusage violations are generally eliminated. However, similar to theapproach-based phasing scheme, volume changes of opposing approaches canstill lead to traffic congestion with the movement-based phasing scheme.

A majority of traffic signal control strategies assume fixed laneutilization at intersection approaches. Fixed lane utilization, alsoknown as fixed lane assignment (FLA), can lead to degrading theperformance of an intersection under fluctuating demand characteristics.Dynamic lane assignment (DLA) is an intelligent transportation system(ITS) application which performs lane allocation based upon thereal-time turning movement demand. DLA is proven to reduce the averageintersection delay when applied at a selected signalized intersection.

The first cycle length was developed using an objective of minimizingthe total delay for all vehicles. See Webster, F. V. (1958). Trafficsignal settings, incorporated herein by reference in its entirety. Theformula derived for the cycle length depends on the total lost time anda summation of critical volume to saturation flow ratios (critical flowratio) and is given by equation 1:

$\begin{matrix}{C_{opt} = \frac{{1.5L} + 5}{1 - Y}} & {{Equatio}\text{n-1}}\end{matrix}$

-   -   C_(opt)—cycle length;    -   L—Total lost time;    -   Y—Summation of critical flow ratios;        Considering Webster's formula listed in equation 1, C_(opt) will        be either too large or inapplicable for a high value of Y. The        cycle length is defined as the total signal time to serve all of        the signal phases including the green time plus any change        interval. Longer cycles will accommodate more vehicles per hour        but that will also produce higher average delays. Thus,        Webster's formula cannot be applied to a situation where a large        volume of vehicles needs to be taken into consideration.

Attempts have been made to modify equation 1 to reflect differentvolumes of vehicles at a four-legged intersection. See Cheng, D.,Messer, C. J., Tian, Z. Z., & Liu, J. (2003, January). Modification ofWebster's minimum delay cycle length equation based on HCM 2000. In the81st Annual Meeting of the Transportation Research Board in Washington,D.C., incorporated herein by reference in its entirety. The total losttime was obtained through highway capacity manual delay equations.Equation 1 was recalibrated and modified to create an exponential cyclelength model. The exponential cycle length model provided considerablyaccurate results for the cycle length when compared to equation 1.However, the exponential cycle length model was still inapplicable whena value of Y in equation 1 was equal to or greater than 1.

Another exponential regression model was developed by developing asearch algorithm to find the cycle length that minimizes theintersection delay. See Zakariya, A. Y., & Rabia, S. I. (2016).Estimating the minimum delay optimal cycle length based on atime-dependent delay formula. Alexandria Engineering Journal, 55(3),2509-2514, incorporated herein by reference in their entirety. To do so,the saturation flow rate was assumed to be fixed for all movements at1820 vehicles/hour (v/h). Moreover, the lost times were assumed to be5-seconds (s), 6 s, 7 s, and 8 s only. The unrealistic cycle lengthspredicted when the value of Y equation 1 approaches 1, is the maindrawback of the exponential regression model. Thus, the exponentialregression model can only be used for lost times of 5 s, 6 s, 7 s, and 8s.

After analyzing the impacts of dynamic lane assignment at one approachof a signalized intersection, Zhong proposed a time-space combination.The analysis results obtained under the time-space combination revealeda benefit scheme. See Zhong, Z., Liu, H., Ma, W., & Long, K. (2008,October). An optimization method of dynamic lane assignment atsignalized intersection. In Intelligent Computation Technology andAutomation (ICICTA), 2008 International Conference on (Vol. 1, pp.1277-1280). IEEE, incorporated herein by reference in its entirety.

When the Paramics simulation software was used to analyze the effects ofDLA on one approach of a hypothetical isolated signalized intersection,the DLA strategy was proven to improve the operational performance,wherein the operational performance was based upon the average vehicledelay and the number of stops. See Wu, G., Boriboonsomsin, K., Zhang,L., & Barth, M. J. (2012, September). Simulation-based benefitevaluation of dynamic lane grouping strategies at isolatedintersections. In Intelligent Transportation Systems (ITSC), 2012 15thInternational IEEE Conference on (pp. 1038-1043). IEEE, incorporatedherein by reference in its entirety.

When the effects of dynamic lane grouping were analyzed usingmathematical programming under predefined demand levels that wereassumed and a fixed cycle length of 120 s, only one-approach of thefour-legged intersection had variable traffic demand and dynamic laneassignment. Since the objective of the study was to minimize the maximumflow rate, the lane grouping strategy was proven to improve the mobilityperformance in terms of reduction in average vehicle delay and number ofstops. See Zhang, L., & Wu, G. (2012). Dynamic lane grouping at isolatedintersections: problem formulation and performance analysis.Transportation Research Record: Journal of the Transportation ResearchBoard, (2311), 152-166, incorporated herein by reference in itsentirety.

An objective of a model for DLA developed through integer nonlinearprogramming is to minimize the sum of critical flow ratios. In a firstcase of the study, the integer nonlinear programming model was appliedto one approach of the four-legged intersection. In a second case of thestudy, the integer nonlinear programming model was applied to twoopposing approaches of the four-legged intersection. When compared tothe fixed lane assignment (FLA) described earlier, the intersectiondelay was decreased by 14.7% with the integer nonlinear programmingmodel. However, the integer nonlinear programming model was not appliedto the approaches simultaneously. See Zhao, J., Ma, W., Zhang, H., &Yang, X. (2013). Increasing the capacity of signalized intersectionswith dynamic use of exit lanes for left-turn traffic. TransportationResearch Record: Journal of the Transportation Research Board, (2355),49-59, incorporated herein by reference in its entirety.

A MATLAB model was developed to analyze the effect on the performance ofsignalized intersections when both space and signal timing areconsidered. The objective of the MATLAB model was to minimize theaverage intersection delay. Even though the performance at thesignalized intersection improved according to the MATLAB model, only anapproach-based phasing scheme was considered in the study. Moreover, theMATLAB model also assumed that shared lanes existed on the far left andright lanes. See Alhajyaseen, W. K., Najjar, M., Ratrout, N. T., & Assi,K. (2017). The effectiveness of applying dynamic lane assignment at allapproaches of signalized intersection. Case studies on transport policy,5(2), 224-232; and Alhajyaseen, W. K., Ratrout, N. T., Assi, K. J., &Hassan, A. A. (2017). The Integration of Dynamic Lane Grouping Techniqueand Signal Timing Optimization for Improving the Mobility of IsolatedIntersections. Arabian Journal for Science and Engineering, 42(3),1013-1024 incorporated herein by reference in its entirety.

Upon studying signal phasing plans, signal timing, and left-lane lengthof isolated signalized intersections, two models were developed. SeeYao, R., Zhou, H., & Ge, Y. E. (2017). Optimizing signal phase plan,green splits and lane length for isolated signalized intersections.Transport, 1-16, incorporated herein by reference in its entirety. Afirst model was intended to minimize intersection delays, and a secondmodel was intended to maximize a ratio of intersection capacity tointersection delay. To do so, fixed allocation of lanes was assumed forall approaches. More specifically, two lanes were for left turningmovement, one lane was for through movement, and one other lane wasshared between right turning movement and through movement. Amicroscopic simulation tool (VISSIM) was used in the study to evaluatethe performance of the four-legged intersection under different signalphase sequences. As a result, the effect of signal-phasing sequence on asignalized intersection performance was identified.

It is one object of the present disclosure to provide a method thatvaries signal timing according to different traffic movements. Themethod of the present disclosure, which can be, but is not limited to,being used at a four-legged intersection, collectively sets signaltiming, intersection space (lane allocation) and phasing schemes. Signaltime determination under a specific phasing scheme allocates signaltiming to different traffic movements fairly under the constraints offixed lane utilization.

SUMMARY OF THE INVENTION

A method of determining space allocation and signal timings of anisolated signalized intersection consists of at least one remote serverthat holds a plurality of traffic-related data of the isolatedsignalized intersection. The plurality of traffic-related data isaccessed through a processing module, wherein the processing module canbe, but is not limited to, a personal-computing (PC) device, iscommunicably coupled with the at least one remote server. As a firststep, a space determination process is performed through the processingmodule to develop a phasing scheme and a lane allocation process. As asecond step, a timing determination process is performed through theprocessing module. Based upon the results from the space determinationprocess and the timing determination process, a cycle length for theisolated signalized intersection is determined through the processingmodule.

The method of the present disclosure emphasizes simplicity overcomplexity. Furthermore, the method of the present disclosure emphasizeson approximations over preciseness. The method described in the presentdisclosure can be implemented on a mobile device or any other comparablepersonal-computing (PC) device.

BRIEF DESCRIPTION OF THE DRAWINGS

A more complete appreciation of the invention and many of the attendantadvantages thereof will be readily obtained as the same becomes betterunderstood by reference to the following detailed description whenconsidered in connection with the accompanying drawings, wherein:

FIG. 1 is a flowchart illustrating the basic overall process of themethod of the present disclosure.

FIG. 2 is an illustration of an approach-based phasing scheme used in anisolated signalized intersection.

FIG. 3 is an illustration of a movement-based phasing scheme used in anisolated signalized intersection.

FIG. 4A is a graph illustrating the relationship between the cyclelength and the summation of critical flows, wherein the lost time is6-seconds(s).

FIG. 4B is a graph illustrating the relationship between the cyclelength and the summation of critical flows, wherein the lost time is 8s.

FIG. 4C is a graph illustrating the relationship between the cyclelength and the summation of critical flows, wherein the lost time is 10s.

FIG. 4D is a graph illustrating the relationship between the cyclelength and the summation of critical flows, wherein the lost time is 12s.

FIG. 5A is a graph illustrating the relationship between the cyclelength and the summation of critical flows, wherein the lost time is 14s.

FIG. 5B is a graph illustrating the relationship between the cyclelength and the summation of critical flows, wherein the lost time is 16s.

FIG. 5C is a graph illustrating the relationship between the cyclelength and the summation of critical flows, wherein the lost time is 18s.

FIG. 5D is a graph illustrating the relationship between the cyclelength and the summation of critical flows, wherein the lost time is 20s.

FIG. 6 is an illustration of an isolated signalized intersection,wherein the existing lane assignment and the lane assignment obtainedthrough the method of the present disclosure is illustrated.

FIG. 7 is an illustration of a non-limiting example of details ofcomputing hardware used in the computing system, according to certainembodiments.

FIG. 8 is an exemplary schematic diagram of a data processing systemused within the computing system, according to certain embodiments.

FIG. 9 is an exemplary schematic diagram of a processor used with thecomputing system, according to certain embodiments.

FIG. 10 is an illustration of a non-limiting example of distributedcomponents which may share processing with the controller, according tocertain embodiments.

DETAILED DESCRIPTION

All illustrations of the drawings are for the purpose of describingselected versions of the present disclosure and are not intended tolimit the scope of the present disclosure.

The method described in the present disclosure sets the space and timeconditions of an isolated signalized intersection. Space is set bydetermining the number of lanes to be used by each movement (left,through and right) at each approach of different phases. Time is set byproportionately allocating green-light time of the isolated signalizedintersection based upon the space determination process. In a preferredembodiment of the present disclosure, the green-light time is allocatedaccording to the critical movement analysis of the TransportationResearch Board (2010). See Roess, R. P., Prassas, E. S., & McShane, W.R. (2011). Traffic Engineering, USA, NJ, Englewood Cliffs:Prentice-HallTransportation Research Board TRB, Highway Capacity Manual 2010.Washington, D C, 2010, incorporated herein by reference in its entirety.When tested with varying traffic conditions, the average intersectiondelays resulting from the method of the present disclosure were betterthan the average intersection delays obtained from commercial programs.The method of the present disclosure can also be implemented as an addedmodule to an existing commercial program to improve the results of thecommercial program.

In order to fulfill the functionalities, the method of the presentdisclosure is provided with at least one remote server that comprises aplurality of traffic-related data of an isolated signalizedintersection. In general, an intersection is a location where two ormore roads carrying traffic streams in different directions intersecteach other. The space common to all the lanes is referred to as theintersection. At a signalized intersection, the common space isperiodically given to certain traffic flows while other conflictingtraffic flows are barred from entry at that time. In particular, thecommon space is time-shared among various flows. In a preferredembodiment of the method described in the present disclosure, asingle-ring structure is taken into consideration, wherein a ring is aterm used to describe a series of conflicting phases that occur in anestablished order. However, in other embodiments of the method describedin the present disclosure, dual-ring structures or multi-ring structurescan also be considered.

The plurality of traffic-related data can be, but is not limited to, avolume of vehicles at the isolated signalized intersection, a list ofpeak hours, a list of off-peak hours, and a total green-light time. Whenthe method of the present disclosure is being implemented, the pluralityof traffic-related data is received through a processing module that canbe, but is not limited to, a personal-computing (PC) device. To do so,the processing module represented by a PC device in a preferredembodiment is communicably coupled with the at least one remote server.As seen in FIG. 1 , a space determination process is performed using theprocessing module for the plurality of traffic-related data through anapproach-based phasing scheme and a movement-based phasing scheme. Next,based upon the results obtained from the space determination process,the processing module determines a timing determination process for theplurality of traffic-related data. According to the results obtainedfrom the space determination process and the timing determinationprocess, a signal operational schedule is determined. In particular, theprocessing module determines a cycle length for the isolated signalizedintersection, wherein the space determination process and the timingdetermination process provide inputs to determine the cycle length. Asdescribed earlier, the cycle length is the time in seconds that it takesfor a signal to complete one full cycle of indications. The cycle lengthindicates the time interval between the starting of green for oneapproach till the next green starts. Generally, cycle length is denotedby C.

In a preferred embodiment, the method described in the presentdisclosure is implemented at a four-legged intersection. However, inanother embodiment, the method described in the present disclosure canbe implemented at a three-legged intersection or other intersection witha different number of lanes. In particular, the method of the presentdisclosure can be used to determine the cycle length of any intersectionwith any number of legs.

As described earlier, the approach-based phasing scheme and themovement-based phasing scheme are used in the space determinationprocess. During the space determination process, as a first assumption,all left turns are assumed to be fully protected as a requirement fromlocal authorities to enhance safety. As a second assumption, right turnson red are assumed to be prohibited at the isolated signalizedintersection.

When performing the space determination process, each of the opposingapproaches at the isolated signalized intersections are consideredseparately. As an example, an east-west approach at an exemplaryintersection is considered independent from a north-south approach atthe exemplary intersection. Considering the opposing approachesindependently gives an added degree of flexibility. For instance, ifneeded, an east-west approach can be considered under the approach-basedphasing scheme and the north-south approach can be considered under themovement-based phasing scheme or vice versa. In certain circumstances,using a mix of the approach-based phasing scheme and the movement-basedphasing scheme can lead to an increase in efficiency.

The isolated signalized intersection comprises a plurality of phases,wherein each of the plurality of phases represents the fundamentalmethod by which the isolated signalized intersection accommodates thevarious users. In other words, a phase from the plurality of phasesgives a sequence of individual signal phases or combinations within asignal cycle that define in which various pedestrian and vehicularmovements are assigned the right-of-way. When the approach-based phasingscheme is used in the space determination process, the processing modulecalculates a set of flow rates for each phase of the plurality ofphases. Each of the set of flow rates corresponds to a specific lane ofthe isolated signalized intersection.

In order to calculate a flow rate from the set of flow rates, theprocessing module receives a volume of traffic (v) for a specificmovement/s of the isolated signalized intersection along with asaturation flow rate (s) for a specific lane serving the specificmovement/s. Information related to volume of traffic at a given time isstored on the at least one remote server within the plurality oftraffic-related data. The volume of traffic can vary based uponpeak-hours and off-peak hours. Saturation flow rate, which is alsostored within the plurality of traffic-related data, describes thenumber of vehicles in a dense flow of traffic for a specificintersection lane group. In other words, if an approach signal of aspecific intersection was to stay green for an entire hour, and the flowof traffic through the specific intersection was as dense as could beexpected, the saturation flow rate would be the amount of vehicles thatpass through the specific intersection during that hour. The flow ratefor the specific lane serving the specific movement/s is calculated as aratio between the volume of traffic and the saturation flow rate.

When the set of flow rates is determined, the processing moduledetermines a critical flow rate for each of the plurality of phases.Critical flow rate=(v/s)_(critical)

In particular, the critical flow rate is the maximum flow rate of aselected phase from the plurality of phases. As an example, if themethod described in the present disclosure is implemented at afour-legged intersection, the plurality of phases will consist of fourphases, and each of the phases will have a respective critical flowrate. Thus, overall, there will be four critical flow rates. When thecritical flow rate is determined for each of the plurality of phases,the processing module sums the critical flow rate of each of theplurality of phases to determine a first critical flow summationassociated with the approach-based phasing mechanism. A summation of thecritical flow rate can be represented as:

$\begin{matrix}{Y = {\sum\limits_{i = 1}^{N}\;\left( \frac{v}{s} \right)_{critical}}} & {{Equatio}\text{n-6}}\end{matrix}$

-   -   Where;    -   i—phase number;    -   N—number of phases;

In a preferred embodiment of the method described in the presentdisclosure, under the approach-based phasing scheme, each of theopposing approaches at the isolated signalized intersection is assumedto operate independently. Thus, the approach-based phasing scheme isapplied to each approach separately and the following formulation isderived:

$\begin{matrix}\left. {MIN} \middle| {\frac{V_{a,1}}{N_{a,1}} - \frac{V_{a,2}}{N_{a,2}}} \middle| {+ {{\left. {\frac{V_{a,1}}{N_{a,1}} - \frac{V_{a,3}}{N_{a,3}}} \middle| {+ \left| {\frac{V_{a,2}}{N_{a,2}} - \frac{V_{a,3}}{N_{\alpha,3}}} \middle| {{{Subject}\mspace{14mu} t\text{o:}N_{a,j}} > {0\Sigma_{j = 1}^{3}N_{a,j}}} \right.} \right. = N_{a}}}} \right. & {{Equatio}\text{n-2}}\end{matrix}$

-   -   Where;    -   j Turning movement at the approach. j=1, 2, 3 respectively        representing left-turn movement, through movement, and        right-turn movement    -   a Intersection approach. a=1,2,3,4, respectively representing        west approach, north approach, east approach, and south        approach.    -   N_(a) Total number of lanes at approach a    -   N_(a,j) Number of lanes for turning movement j at approach a    -   V_(a,j) Traffic volume of movement j at approach a

When the movement-based phasing scheme is used for the plurality ofphases, the processing module calculates a set of flow rates for each ofthe plurality of phases. Similar to the approach-based phasing scheme,each of the set of flow rates corresponds to a specific lane serving aspecific movement of the isolated signalized intersection. From the setof flow rates, the processing module determines a critical flow rate foreach of the plurality of phases, wherein the critical flow rate is themaximum flow rate from the set of flow rates. Next, the processingmodule sums the critical flow rate of each of the plurality of phases todetermine a second critical flow summation associated with themovement-based phasing scheme.

In a preferred embodiment of the method described in the presentdisclosure, under the movement-based phasing scheme, two opposingapproaches operate together as one unit. The two opposing approaches areusually served in two separate phases of the plurality of phases. In themovement-based phasing scheme, sharing left turning movement along withthrough movement is prohibited. Since only the left-turning lanes can beused for left-turning movement, the number of lanes designated forleft-turning movement is an integer. The following formulation isderived for the isolated signalized intersection when the movement-basedphasing scheme is implemented for the opposing approaches:

$\begin{matrix}\left. {MIN} \middle| {\frac{V_{a,1}}{N_{a,1}} - \frac{V_{{a + 2},1}}{N_{{a + 2},1}}} \middle| {+ {{{{\left. {\frac{V_{a,2} + V_{a,3}}{N_{a,2} + N_{a,3}} - \frac{V_{{a + 2},2} + V_{{a + 2},3}}{N_{{a + 2},2} + N_{{a + 2},3}}} \middle| \mspace{79mu}{{{Subject}\mspace{14mu} t\text{o:}\mspace{79mu} N_{a,j}} > {0\mspace{79mu} N_{a,1}}} \right.\&}\mspace{14mu} N_{{a + 2},1}\mspace{14mu}{are}\mspace{14mu}{integers}\mspace{79mu} N_{a,1}},N_{{a + 2},1},N_{a,2},N_{a,3},N_{{a + 2},2},{{N_{{a + 2},3} < {N_{a}\mspace{79mu}\Sigma_{j = 1}^{3}N_{a,j}}} = {{N_{a}\mspace{79mu}\Sigma_{j = 1}^{3}N_{{a + 2},j}} = N_{a + 2}}}}}} \right. & {{Equatio}\text{n-3}}\end{matrix}$

After the first critical flow summation and the second critical flowsummation are determined, the processing module identifies a determinedphasing scheme for the space determination process of the isolatedsignalized intersection. In order to do so, the first critical flowsummation and the second critical flow summation are compared to eachother through the processing module. A minimum critical flow summationresulting from the comparison is determined to be associated with thedetermined phasing scheme that is most suitable for the isolatedsignalized intersection. Based upon the traffic at the isolatedsignalized intersection, either the approach-based phasing scheme or themovement-based phasing scheme can be the determined phasing scheme. Asan example, if the first critical flow summation is smaller than thesecond critical flow summation, the approach-based phasing scheme is thedetermined phasing scheme. On the other hand, if the second criticalflow summation is smaller than the first critical flow summation, themovement-based phasing scheme is the determined phasing scheme. Anobjective of the determined phasing scheme as part of the spacedetermination process is to minimize the difference between vehiclevolumes per lane over all lanes that will be served in a specific phase.By doing so, the unused green time of the isolated signalizedintersection is minimized. Since the number of lanes resulting from thephasing scheme depends on the vehicle volumes and the phasing schemeused, both the approach-based phasing scheme and the movement-basedphasing scheme needs to be examined separately.

For simplicity and consistency, all volumes taken into consideration inequation-2 and equation-3 are the equivalent through traffic volumes ofa specific lane of a specific phase of the isolated signalizedintersection. More specifically, in both the approach-based phasingscheme and the movement-based phasing scheme, a through-traffic volumeis considered. In order to represent a turning-traffic volume inequation-2 and equation-3, the turning-traffic volume is scaled by anequivalent factor. The equivalent factor is determined as a ratiobetween a saturation flow rate of through traffic and a saturation flowrate of turning traffic. The through-traffic volume, the turning-trafficvolume, the saturation flow rate of through traffic, and the saturationflow rate of turning traffic are stored on the at least one remoteserver and is accessible through the processing module. Moreover, thesaturation flow rate for turning traffic is obtained through thefollowing formula:

$\begin{matrix}{S_{a.k} = \frac{{\overset{\_}{S}}_{i,k}}{1 + {1.5{\Sigma_{j = 1}^{j = 3}\left( \frac{f_{a,k,j}}{r_{a,k,j}} \right)}}}} & {{Equatio}\text{n-4}}\end{matrix}$

-   -   Where;    -   S_(a,k): Saturation flow rate of lane k at approach a;    -   S _(i,k): Saturation flow rate for straight movement (assumed to        be 1900 veh/hr);    -   r_(a,k,j): Turning radius for movement j (=∞ for straight-ahead        movement);    -   f_(a,k,j): flow factor: the proportion of movement j at lane k        of approach i from total traffic at lane k as shown in the        following:

$\begin{matrix}{f_{a,k,j} = \frac{V_{a,k,j}}{\Sigma_{j = 1}^{j = 3}V_{a,k,j}}} & {{Equatio}\text{n-5}}\end{matrix}$

-   -   Where;    -   V_(a,k,j): the traffic demand of movement j via lane k at        approach a. See Zhang et al. (2012); and Kimber, R. M.,        McDonald, M., & Hounsell, N. B. (1986). The prediction of        saturation flows for road junctions controlled by traffic        signals. Transport and Road Research Laboratory RESEARCH REPORT,        (67), each incorporated herein by reference in their entirety.

When equation-4 was applied to a four-legged intersection, thesaturation flow rate for left turns was 1690 vehicles/hour (veh/h).Thus, the equivalent factor for left turns is given by the following:1900/1690=1.12

When equation-4 was applied to a four-legged intersection, thesaturation flow rate for right turns was 1652 vehicles/hour. Thus, theequivalent factor for right turns is given by the following:1900/1652=1.15

After the method of the present disclosure completes the spacedetermination process, where the determined phasing scheme and the laneallocation are found, the method of the present disclosure proceeds toperform the timing determination process.

The timing determination process requires identifying a cycle length forthe isolated signalized intersection. The process of identifying thecycle length is a lengthy iterative process of testing all possiblecycles within a specific range and determining a cycle length thatsatisfies a specific objective function. In a preferred embodiment ofthe method described in the present disclosure, the objective functionis to minimize an average intersection delay through the timing process.The average estimation delay per vehicle is estimated through theproposed methodology in the Highway Capacity Manual (HCM) of theTransportation Research Board 2010. The average control delay pervehicle is given by the following:

$\begin{matrix}(7) & \; \\{d_{a,k} = {{d_{1,a,k}({PF})} + d_{2,a,k} + d_{3,a,k}}} & {{Equatio}\text{n-7}}\end{matrix}$

-   -   Where;    -   d_(a,k): control delay per vehicle (sec);    -   d_(l,a,k): uniform control delay assuming uniform arrivals for        lane k of approach a (sec);    -   PF: progression adjustment factor, assumed to be 1;    -   d_(2,a,k) average delay per vehicle owing to random arrivals for        lane k of approach a, which is called incremental delay (sec).    -   d_(3,a,k): average delay per vehicle owing to an initial queue        at the start of the analysis period for lane k of approach a        (sec).

The average control delay for lane k at approach a owing to uniformintervals is estimated according to the following formula(Transportation Research Board 2010):

$\begin{matrix}{d_{1,a,k} = \frac{0.5{C\left( {1 - \frac{g_{i}}{C}} \right)}^{2}}{1 - \left\lbrack {{\min\left( {1,x_{a,k}} \right)} \cdot \frac{g_{i}}{C}} \right\rbrack}} & {{Equatio}\text{n-8}}\end{matrix}$

-   -   Where;    -   C: cycle length (sec);    -   g_(i): effective green time for lane group (sec);    -   x_(i,k): total lane volume-to-capacity ratio (v) for lane k,        where

$c_{i,k} = {{S_{i,k}\left( \frac{g_{i}}{C} \right)}.}$

The incremental delay d₂ is estimated following equation-9.

$\begin{matrix}{d_{2,a,k} = {900{T\left( {\left( {x_{a,k} - 1} \right) + \sqrt{\left( {x_{a,k} - 1} \right)^{2} + \frac{8k_{f}{Ix}_{a,k}}{c_{a,k}T}}} \right)}}} & {{Equatio}\text{n-9}}\end{matrix}$

-   -   Where;    -   T: duration of analysis period (h);    -   k_(f): incremental delay factor;    -   I: upstream filtering/metering adjustment factor;    -   c_(a,k) lane capacity (veh/h).

As the timing determination process is performed for the isolatedsignalized intersection, the value of the upstream filtering/meteringadjustment factor (I) is assumed to be 1. Moreover, the value of theincremental delay factor k_(f) is assumed to be 0.5 since the signaloperation is not actuated as recommended by the HCM (TransportationResearch Board 2010). For simplification purposes, it is assumed that noinitial queue delay exist from the previous analysis period. Thus, d₃=0.See Cheng et al. 2003; and Ding, J., Zhou, H., & Yao, R. (2014).Optimization of lane use and signal timing for isolated signalizedintersections with variable lanes. In CICTP 2014: Safe, Smart, andSustainable Multimodal Transportation Systems (pp. 2012-2024), eachincorporated herein by reference in their entirety.

In order to find the cycle length as an output of the timingdetermination process based upon the input from the space determinationprocess, a brute force-hill climbing algorithm is developed in MATLAB,wherein the brute force-hill climbing algorithm generates a solution byconsidering all possibilities until a recognizable solution is reached.In a preferred embodiment of the method described in the presentdisclosure, a maximum cycle length is assumed to be 300-seconds(s).Moreover, considering a minimum lost time per phase, a minimum cyclelength of 10 s is assumed. Thus, the investigated cycle length range iswithin a range of 10 s-300 s. However, in other embodiments of themethod described in the present disclosure, the investigated cycle rangecan vary. The lost time is defined as the time, in seconds, during whichan intersection is not used effectively by any movement. For anysignalized intersection phase where one or more traffic movements areinitiated, lost time is generally considered to be equivalent to the sumof the yellow plus all-red intervals at the end of the phase.

As seen in FIGS. 4A-5D, the relationship between the cycle length andthe summation of critical flow rates (Y) is investigated for differentvalues of Y between 0.1 and 1.10. In this instance, Y=0.1 corresponds toa free flow condition and a Y=1.1 corresponds to a congested condition.Thus, the range of 0.1 to 1.1 is applicable to a wide variety ofcircumstances that can occur at the isolated signalized intersection.Intersections having Y values below 0.1 generally do not requiresignalization. When the value of Y exceeds 1.1, the principle ofmetering is used rather than signalization since delay estimations aregenerally not practical when Y>1.1. Within the range of 0.1 and 1.1, thevalue of Y is incremented by 0.01. In a preferred embodiment of thepresent disclosure, eight values of total lost time (L) with each valueof Y are also investigated. Even though eight values of total lost time(L) are considered in a preferred embodiment, a different number ofvalues can be investigated for the total lost time (L) in a differentembodiment of the method described in the present disclosure. The totallost time (L) at the isolated signalized intersection is defined as thesummation of start-up lost time and clearance lost time. See Roess, R.P., Prassas, E. S., & McShane, W. R. (2011). Traffic Engineering, USA,NJ, Englewood Cliffs:Prentice-Hall Transportation Research Board TRB,Highway Capacity Manual 2010. Washington, D C, 2010, incorporated hereinby reference in its entirety. As described earlier, the summation ofcritical flow rates (Y) is given by equation-6:

$Y = {\sum\limits_{i = 1}^{N}\;\left( \frac{v}{s} \right)_{critical}}$

A green light time for each phase of the plurality of phases iscalculated through a time budget concept wherein a total effective greenlight time is distributed among the each of the phases based upon thecritical flow rate of each phase. In particular, if the determinedphasing scheme is obtained through the approach-based phasing scheme, acorresponding green light time is allocated to each of the plurality ofphases according to the critical flow rate. Likewise, if the determinedphasing scheme is obtained through the movement-based phasing scheme, acorresponding green light time is allocated to each of the plurality ofphases according to the critical flow rate.

In a preferred example, twenty different hypothetical turning volumecombinations were randomly generated to produce a selected value of Y,wherein Y is within the range of 0.1 and 1.10. Next, all cycle lengthswithin the investigated range of 10 s-300 s were attempted on each ofthe twenty different hypothetical turning volume combinations. Next, thecycle length for each combination resulting in the minimum averageintersection delay was recorded. The results proved that a maximumdifference among twenty values of cycle lengths corresponding to theselected Y is less than 10 s, wherein the twenty values were selected tobe within the range of 10 s-300 s. Thus, the cycle length seems to bedependent on the value of Y and not on the through traffic volume andthe turning traffic volume producing the value of Y. In order to findthe cycle length for any value of Y, an average of the twenty cyclelengths is considered.

As seen in FIGS. 4A-5D, the results obtained in the preferred exampleshow that the relationship between the cycle length and Y startschanging from exponential to logarithmic when Y is substantially equalto 0.74. Therefore, one equation was developed to describe theexponential relationship between the cycle length and Y for each valueof lost time. Another equation was developed to describe the logarithmrelationship between the cycle length and Y for each value of lost time.In particular, exponential equations were developed to be used whenY≤0.74 and logarithmic equations were developed to be used when Y>0.74.The substantially high values obtained for coefficients of determinationR² indicate that the variations in the cycle length can be explainedusing Y. When two equations were derived to represent both theexponential behavior and the logarithmic behavior, an overall predictioncapability of the cycle length degraded. In particular, the degradationwas more significant when representing the logarithmic behavior.

In order to test the accuracy of the method described in the presentdisclosure a hypothetical data set was used. The hypothetical data setis different from the twenty different hypothetical turning volumecombinations used in developing the calculation modules related to themethod of the present disclosure. For testing purposes, a data set of300 volume combinations was generated randomly. Next, for each of the300 turning volume combinations, the cycle length was found using thebrute force-hill climbing algorithm in MATLAB. The cycle length obtainedfrom the hypothetical data set was compared with the results from thepreferred example. A ratio between the cycle length obtained from thehypothetical data set and the cycle length obtained in the preferredexample are used to calculate an error value of the cycle lengthobtained from the hypothetical data set with 300 turning volumecombinations. The error value ranged from 0% to 7.6% with an average of2.2% and a standard deviation of 1.6%. The percentage error resultsprovide substantially conclusive evidence that the method of the presentdisclosure can produce the cycle length times quicker than conventionalmethods such as the hill-climbing algorithm in MATLAB which needs moreexecution time.

In a preferred implementation of the method described in the presentdisclosure, the isolated signalized intersection is a four-leggedintersection in Dharan City, Saudi Arabia. In this instance, theisolated signalized intersection is subjected to tidal flow during theday and operates under an approach-based phasing scheme with four phasesand a total lost time of 20-seconds.

The hourly turning movement volumes of left turning movement, throughmovement, and right turning movement were collected at all approaches ofthe isolated signalized intersection for 24-hours consecutively.Moreover, as illustrated in FIG. 6 , the isolated signalizedintersection of the preferred implementation consists of five peak hoursdistributed as two morning peak hours, one afternoon peak hour, and twoevening peak hours.

The method described in the present disclosure was evaluated over fivepeak hours, to evaluate the effectiveness of using the method of thepresent disclosure to determine space, specifically through phasingschemes and lane allocations. Macroscopic software that can be, but isnot limited to TRANSYT-7F, Synchro, and HCS2010 were used during theevaluation process. TRANSYT-7F and Synchro models are generally known tobe calibrated for the study area and are frequently used by localresearch and practitioners. The Highway Capacity Manual (HCM2010) andassociated software HCS2010 are well known and acceptable standard toolsin the study area of traffic signal design and analysis.

As a first step of the evaluation process, a signal-timing plan isdeveloped using TRANSYT-7F with the existing phasing scheme and laneutilization. Next, the method described in the present disclosure isused to develop the phasing scheme and lane utilization for the isolatedsignalized intersection. When the phasing schemes and the laneutilizations are determined, TRANSYT-7F is used to obtain the cyclelength of the isolated signalized intersection. Next, the delayresulting from the phasing obtained through TRANSYT-7F is compared withthe delay resulting from the phasing from the method of the presentdisclosure. The difference in delays shows that there is a considerablebenefit in utilizing the method introduced in the present disclosure. Asseen in Table 1, a reduction of 78% to 92% with an average of 87% inaverage intersection delay was seen. The same comparison was repeatedusing HCS2010 which resulted in a reduction between 68% and 88% with anaverage of 81%. Repeating this comparison using Synchro, produced areduction ranging between 54% and 70% with an average of 64%. It isclear that setting space and timing together yields significantreductions in average intersection delays. Table 2 shows performancecomparisons between the proposed complete model (capable of optimizingspace utilization, phasing scheme, and signal timing) and the availablecommercial tools that optimize timing only. The comparisons were basedon the average intersection delay resulting from SimTraffic, which is amicroscopic simulation tool. SimTraffic was used as a common simulationyardstick between the developed model and other commercial programs forfairness and objectivity. It is clear from Table 2 that the developedoptimal solution is superior in terms of average intersection delaycompared to the optimal plan produced by TRANSYT-7F. The reduction indelay was between 48% and 86% with an average of 71%. Redoing thecomparison using HCS2010 produced a reduction in delay between 53% and83% with an average of 75%. SYNCHRO was also tried and produced similarresults, namely, the delay reduction ranged between 35% and 84% with anaverage of 67%. Consequently, the proposed model for space and timeoptimization consistently provided better results regarding averageintersection delays compared to the commercial models tested.

TABLE 1 TRANSYT-7F Average Intersection Delay with the OptimalTransfyt-7F Timing Plan and the Effect of the Space OptimizationOptimal * Developed optimal TRANSYT-7F space utilization timing planwith with optimal Peak hour existing lane TRANSYT- (Total allocation 7Ftiming intersection Sec/veh plan Sec/veh % volume (optimal (optimalReduction veh/h) Cycle length s) Cycle length s) in delay Morning Peak1281.50 23.50 91.7% (3547) (202) (47) Morning Peak2 103.40 23.0 77.8%(3641) (158) (43) Afternoon Peak 348.90 42.40 87.8% (4494) (210) (80)Evening Peak1 373.40 31.90 91.4% (4991) (196) (95) Evening Peak2 407.8047.70 88.3% (4506) (168) (84) * Optimization of space was conductedusing our developed models

TABLE 2 SimTraffic simulation of average intersection delay for theproposed process and TRANSYT-7F Optimal Developed TRANSYT-7F optimalspace timing plan utilization with existing with developed laneallocation optimal timing plan Sec/veh Sec/veh % (optimal Cycle (optimalCycle Reduction Peak hour length, sec) length, sec) in delay MorningPeak1 122.50 49.3 60% (202) (52) Morning Peak2 58.60 30.4 48% (158) (51)Afternoon Peak 254.20 50.20 80% (210) (79) Evening Peak1 371.20 53.8086% (196) (92) Evening Peak2 272.70 46.50 83% (168) (84) Average 71%

In the present disclosure, processes were developed for determiningspace, wherein the space was determined through phasing schemes and laneallocations, and timing plans of an isolated signalized intersection. Inthe space determination stage, an approach-based phasing scheme and amovement-based phasing scheme were used and the phasing scheme thatresults in the minimum summation of critical flow rates was selected asthe determined phasing scheme for a specific turning volume combination.As described earlier, the critical flow rate is the maximum flow rate ofa specific lane within a corresponding phase. When the spacing processis complete, the timing determination process is performed to minimizeaverage intersection delay.

A first set of equations was developed for exponential behavior and asecond set of equations was developed for logarithmic behavior todescribe the relationship between the cycle length and the summation ofcritical flow rates (Y) for eight values of total lost time. The firstset of equations corresponding to the exponential behavior is forY≤0.74. The second set of equations corresponding to the logarithmicbehavior is for Y≥0.74.

Next, a hypothetical set of 300 turning volume combinations were tested,where for each turning volume combination the cycle length was foundusing the brute force-hill climbing algorithm in MATLAB. The resultsfrom the brute force-hill climbing algorithm were compared to theresults obtained through the method described in the present disclosure.The error ranged from 0%-12.4% with an average of 2.4%.

The results prove that regardless of the tool used for timing plandetermination, determining space allocation and the timing plan togetheralways yields significant reductions in average intersection delay whencompared to average intersection delay obtained from only determiningthe timing plan. Previous studies in the field that found that settingthe phasing scheme, lane allocations, and the timing plan independentlymay be beneficial. See Zhang & Wu 2012; Alhajyaseen, W. K., Ratrout, N.T., Assi, K. J., & Hassan, A. A. (2017). The Integration of Dynamic LaneGrouping Technique and Signal Timing Optimization for Improving theMobility of Isolated Intersections. Arabian Journal for Science andEngineering, 42(3), 1013-1024; Yao et al. 2017; and Zhao, J., Ma, W.,Zhang, H., & Yang, X. (2013). Two-step optimization model for dynamiclane assignment at isolated signalized intersections. TransportationResearch Record: Journal of the Transportation Research Board, (2355),39-48, each incorporated herein by reference in their entirety. However,previous studies did not focus using a space determination process and atiming plan determination process together as in the method of thepresent disclosure.

In another embodiment of the method described in the present disclosure,phasing schemes that use the principles of leading/lagging green,multiple rings design, and phase skipping can be addressed to furtherminimize intersection delay. The method described in the presentdisclosure can also be developed to be used as a mobile application on amobile device that has an operating system that can be, but is notlimited to, iOS and Android. Overall, a set of results obtained foraverage intersection delay by implementing the method described in thepresent disclosure is better than a set of results obtained for averageintersection delay by implementing existing commercial programs.Moreover, the method of the present disclosure can also be implementedas an added module to existing commercial programs such that the resultsobtained from the existing commercial programs are improved.

Next, a hardware description of the processing module according toexemplary embodiments is described with reference to FIG. 7 . In FIG. 7, the processing module includes a CPU 700 which performs the processesdescribed above/below. The process data and instructions may be storedin memory 702. These processes and instructions may also be stored on astorage medium disk 704 such as a hard drive (HDD) or portable storagemedium or may be stored remotely. Further, the claimed advancements arenot limited by the form of the computer-readable media on which theinstructions of the inventive process are stored. For example, theinstructions may be stored on CDs, DVDs, in FLASH memory, RAM, ROM,PROM, EPROM, EEPROM, hard disk or any other information processingdevice with which the processing module communicates, such as a serveror computer.

Further, the claimed advancements may be provided as a utilityapplication, background daemon, or component of an operating system, orcombination thereof, executing in conjunction with CPU 700 and anoperating system such as Microsoft Windows 7, UNIX, Solaris, LINUX,Apple MAC-OS and other systems known to those skilled in the art.

The hardware elements in order to achieve the processing module may berealized by various circuitry elements, known to those skilled in theart. For example, CPU 700 may be a Xenon or Core processor from Intel ofAmerica or an Opteron processor from AMD of America, or may be otherprocessor types that would be recognized by one of ordinary skill in theart. Alternatively, the CPU 700 may be implemented on an FPGA, ASIC, PLDor using discrete logic circuits, as one of ordinary skill in the artwould recognize. Further, CPU 700 may be implemented as multipleprocessors cooperatively working in parallel to perform the instructionsof the inventive processes described above.

The processing module in FIG. 7 also includes a network controller 706,such as an Intel Ethernet PRO network interface card from IntelCorporation of America, for interfacing with network 77. As can beappreciated, the network 77 can be a public network, such as theInternet, or a private network such as an LAN or WAN network, or anycombination thereof and can also include PSTN or ISDN sub-networks. Thenetwork 77 can also be wired, such as an Ethernet network, or can bewireless such as a cellular network including EDGE, 3G and 4G wirelesscellular systems. The wireless network can also be WiFi, Bluetooth, orany other wireless form of communication that is known.

The processing module further includes a display controller 708, such asa NVIDIA GeForce GTX or Quadro graphics adaptor from NVIDIA Corporationof America for interfacing with display X10, such as a Hewlett PackardHPL2445w LCD monitor. A general purpose I/O interface 712 interfaceswith a keyboard and/or mouse 714 as well as a touch screen panel 716 onor separate from display 710. General purpose I/O interface alsoconnects to a variety of peripherals 718 including printers andscanners, such as an OfficeJet or DeskJet from Hewlett Packard.

A sound controller 720 is also provided in the processing module, suchas Sound Blaster X-Fi Titanium from Creative, to interface withspeakers/microphone 722 thereby providing sounds and/or music.

The general purpose storage controller 724 connects the storage mediumdisk 704 with communication bus 726, which may be an ISA, EISA, VESA,PCI, or similar, for interconnecting all of the components of theprocessing module. A description of the general features andfunctionality of the display 710, keyboard and/or mouse 714, as well asthe display controller 708, storage controller 724, network controller706, sound controller 720, and general purpose I/O interface 712 isomitted herein for brevity as these features are known.

The exemplary circuit elements described in the context of the presentdisclosure may be replaced with other elements and structureddifferently than the examples provided herein. Moreover, circuitryconfigured to perform features described herein may be implemented inmultiple circuit units (e.g., chips), or the features may be combined incircuitry on a single chipset, as shown on FIG. 8 .

FIG. 8 shows a schematic diagram of a data processing system, accordingto certain embodiments, for performing space and time determinationprocesses. The data processing system is an example of a computer inwhich code or instructions implementing the processes of theillustrative embodiments may be located.

In FIG. 8 , data processing system 800 employs a hub architectureincluding a north bridge and memory controller hub (NB/MCH) 825 and asouth bridge and input/output (I/O) controller hub (SB/ICH) 820. Thecentral processing unit (CPU) 830 is connected to NB/MCH 825. The NB/MCH825 also connects to the memory 845 via a memory bus, and connects tothe graphics processor 850 via an accelerated graphics port (AGP). TheNB/MCH 825 also connects to the SB/ICH 820 via an internal bus (e.g., aunified media interface or a direct media interface). The CPU Processingunit 830 may contain one or more processors and even may be implementedusing one or more heterogeneous processor systems.

For example, FIG. 9 shows one implementation of CPU 830. In oneimplementation, the instruction register 938 retrieves instructions fromthe fast memory 940. At least part of these instructions are fetchedfrom the instruction register 938 by the control logic 936 andinterpreted according to the instruction set architecture of the CPU830. Part of the instructions can also be directed to the register 932.In one implementation the instructions are decoded according to ahardwired method, and in another implementation the instructions aredecoded according a microprogram that translates instructions into setsof CPU configuration signals that are applied sequentially over multipleclock pulses. After fetching and decoding the instructions, theinstructions are executed using the arithmetic logic unit (ALU) 934 thatloads values from the register 932 and performs logical and mathematicaloperations on the loaded values according to the instructions. Theresults from these operations can be feedback into the register and/orstored in the fast memory 940. According to certain implementations, theinstruction set architecture of the CPU 830 can use a reducedinstruction set architecture, a complex instruction set architecture, avector processor architecture, a very large instruction wordarchitecture. Furthermore, the CPU 830 can be based on the Von Neumanmodel or the Harvard model. The CPU 830 can be a digital signalprocessor, an FPGA, an ASIC, a PLA, a PLD, or a CPLD. Further, the CPU830 can be an x86 processor by Intel or by AMD; an ARM processor, aPower architecture processor by, e.g., IBM; a SPARC architectureprocessor by Sun Microsystems or by Oracle; or other known CPUarchitecture.

Referring again to FIG. 8 , the data processing system 800 can includethat the SB/ICH 820 is coupled through a system bus to an I/O Bus, aread only memory (ROM) 856, universal serial bus (USB) port 864, a flashbinary input/output system (BIOS) 868, and a graphics controller 858.PCI/PCIe devices can also be coupled to SB/ICH 820 through a PCI bus862.

The processing module may include, for example, Ethernet adapters,add-in cards, and PC cards for notebook computers. The Hard disk drive860 and CD-ROM 866 can use, for example, an integrated drive electronics(IDE) or serial advanced technology attachment (SATA) interface. In oneimplementation the I/O bus can include a super I/O (SIO) device.

Further, the hard disk drive (HDD) 860 and optical drive 866 can also becoupled to the SB/ICH 820 through a system bus. In one implementation, akeyboard 870, a mouse 872, a parallel port 878, and a serial port 876can be connected to the system bust through the I/O bus. Otherperipherals and devices that can be connected to the SB/ICH 820 using amass storage controller such as SATA or PATA, an Ethernet port, an ISAbus, a LPC bridge, SMBus, a DMA controller, and an Audio Codec.

Moreover, the present disclosure is not limited to the specific circuitelements described herein, nor is the present disclosure limited to thespecific sizing and classification of these elements. For example, theskilled artisan will appreciate that the circuitry described herein maybe adapted based on changes on battery sizing and chemistry, or based onthe requirements of the intended back-up load to be powered.

The functions and features described herein may also be executed byvarious distributed components of a system. For example, one or moreprocessors may execute these system functions, wherein the processorsare distributed across multiple components communicating in a network.The distributed components may include one or more client and servermachines, which may share processing, as shown on FIG. 10 , in additionto various human interface and communication devices (e.g., displaymonitors, smart phones, tablets, personal digital assistants (PDAs)).The network may be a private network, such as a LAN or WAN, or may be apublic network, such as the Internet. Input to the system may bereceived via direct user input and received remotely either in real-timeor as a batch process. Additionally, some implementations may beperformed on modules or hardware not identical to those described.Accordingly, other implementations are within the scope that may beclaimed.

The above-described hardware description is a non-limiting example ofcorresponding structure for performing the functionality describedherein.

Terminology. Terminology used herein is for the purpose of describingparticular embodiments only and is not intended to be limiting of theinvention.

The headings (such as “Background” and “Summary”) and sub-headings usedherein are intended only for general organization of topics within thepresent invention, and are not intended to limit the disclosure of thepresent invention or any aspect thereof. In particular, subject matterdisclosed in the “Background” may include novel technology and may notconstitute a recitation of prior art. Subject matter disclosed in the“Summary” is not an exhaustive or complete disclosure of the entirescope of the technology or any embodiments thereof. Classification ordiscussion of a material within a section of this specification ashaving a particular utility is made for convenience, and no inferenceshould be drawn that the material must necessarily or solely function inaccordance with its classification herein when it is used in any givencomposition.

As used herein, the singular forms “a”, “an” and “the” are intended toinclude the plural forms as well, unless the context clearly indicatesotherwise.

It will be further understood that the terms “comprises” and/or“comprising,” when used in this specification, specify the presence ofstated features, steps, operations, elements, and/or components, but donot preclude the presence or addition of one or more other features,steps, operations, elements, components, and/or groups thereof.

As used herein, the term “and/or” includes any and all combinations ofone or more of the associated listed items and may be abbreviated as“/”.

Links are disabled by deletion of http: or by insertion of a space orunderlined space before www. In some instances, the text available viathe link on the “last accessed” date may be incorporated by reference.

As used herein in the specification and claims, including as used in theexamples and unless otherwise expressly specified, all numbers may beread as if prefaced by the word “substantially”, “about” or“approximately,” even if the term does not expressly appear. The phrase“about” or “approximately” may be used when describing magnitude and/orposition to indicate that the value and/or position described is withina reasonable expected range of values and/or positions. For example, anumeric value may have a value that is +/−0.1% of the stated value (orrange of values), +/−1% of the stated value (or range of values), +/−2%of the stated value (or range of values), +/−5% of the stated value (orrange of values), +/−10% of the stated value (or range of values),+/−15% of the stated value (or range of values), +/−20% of the statedvalue (or range of values), etc. Any numerical range recited herein isintended to include all subranges subsumed therein.

Disclosure of values and ranges of values for specific parameters (suchas times, weight percentages, etc.) are not exclusive of other valuesand ranges of values useful herein. It is envisioned that two or morespecific exemplified values for a given parameter may define endpointsfor a range of values that may be claimed for the parameter. Forexample, if Parameter X is exemplified herein to have value A and alsoexemplified to have value Z, it is envisioned that parameter X may havea range of values from about A to about Z. Similarly, it is envisionedthat disclosure of two or more ranges of values for a parameter (whethersuch ranges are nested, overlapping or distinct) subsume all possiblecombination of ranges for the value that might be claimed usingendpoints of the disclosed ranges. For example, if parameter X isexemplified herein to have values in the range of 1-10 it also describessubranges for Parameter X including 1-9, 1-8, 1-7, 2-9, 2-8, 2-7, 3-9,3-8, 3-7, 2-8, 3-7, 4-6, or 7-10, 8-10 or 9-10 as mere examples. A rangeencompasses its endpoints as well as values inside of an endpoint, forexample, the range 0-5 includes 0, >0, 1, 2, 3, 4, <5 and 5.

As used herein, the words “preferred” and “preferably” refer toembodiments of the technology that afford certain benefits, undercertain circumstances. However, other embodiments may also be preferred,under the same or other circumstances. Furthermore, the recitation ofone or more preferred embodiments does not imply that other embodimentsare not useful, and is not intended to exclude other embodiments fromthe scope of the technology.

Although the terms “first” and “second” may be used herein to describevarious features/elements (including steps), these features/elementsshould not be limited by these terms, unless the context indicatesotherwise. These terms may be used to distinguish one feature/elementfrom another feature/element. Thus, a first feature/element discussedbelow could be termed a second feature/element, and similarly, a secondfeature/element discussed below could be termed a first feature/elementwithout departing from the teachings of the present invention.

Spatially relative terms, such as “under”, “below”, “lower”, “over”,“upper”, “in front of” or “behind” and the like, may be used herein forease of description to describe one element or feature's relationship toanother element(s) or feature(s) as illustrated in the figures. It willbe understood that the spatially relative terms are intended toencompass different orientations of the device in use or operation inaddition to the orientation depicted in the figures. For example, if adevice in the figures is inverted, elements described as “under” or“beneath” other elements or features would then be oriented “over” theother elements or features. Thus, the exemplary term “under” canencompass both an orientation of over and under. The device may beotherwise oriented (rotated 90 degrees or at other orientations) and thespatially relative descriptors used herein interpreted accordingly.Similarly, the terms “upwardly”, “downwardly”, “vertical”, “horizontal”and the like are used herein for the purpose of explanation only unlessspecifically indicated otherwise.

When a feature or element is herein referred to as being “on” anotherfeature or element, it can be directly on the other feature or elementor intervening features and/or elements may also be present. Incontrast, when a feature or element is referred to as being “directlyon” another feature or element, there are no intervening features orelements present. It will also be understood that, when a feature orelement is referred to as being “connected”, “attached” or “coupled” toanother feature or element, it can be directly connected, attached orcoupled to the other feature or element or intervening features orelements may be present. In contrast, when a feature or element isreferred to as being “directly connected”, “directly attached” or“directly coupled” to another feature or element, there are nointervening features or elements present. Although described or shownwith respect to one embodiment, the features and elements so describedor shown can apply to other embodiments. It will also be appreciated bythose of skill in the art that references to a structure or feature thatis disposed “adjacent” another feature may have portions that overlap orunderlie the adjacent feature.

The description and specific examples, while indicating embodiments ofthe technology, are intended for purposes of illustration only and arenot intended to limit the scope of the technology. Moreover, recitationof multiple embodiments having stated features is not intended toexclude other embodiments having additional features, or otherembodiments incorporating different combinations of the stated features.Specific examples are provided for illustrative purposes of how to makeand use the compositions and methods of this technology and, unlessexplicitly stated otherwise, are not intended to be a representationthat given embodiments of this technology have, or have not, been madeor tested.

Obviously, numerous modifications and variations of the presentdisclosure are possible in light of the above teachings. It is thereforeto be understood that within the scope of the appended claims, theinvention may be practiced otherwise than as specifically describedherein.

The invention claimed is:
 1. A method for determining space allocation and signal timing for traffic flow in a plurality of traffic lanes of an isolated signalized intersection of two roads, each road comprising parallel opposing traffic lanes, comprising: wherein at least one remote server comprises a plurality of traffic-related data of the traffic flow of the isolated signalized intersection, wherein the traffic flow comprises a plurality of phases and wherein each of the phases of the plurality of phases is a directional right of way movement and wherein the traffic-related data includes a total green-light time; receiving the plurality of traffic-related data through a processing module, wherein the processing module is communicably coupled with the at least one remote server; calculating, through the processing module, a set of traffic flow rates for each phase of the plurality of phases, wherein each of the set of traffic flow rates corresponds to a traffic lane of the isolated signalized intersection; determining, through the processing module, a critical flow rate for each of the plurality of phases by identifying a maximum traffic flow rate of the set of traffic flow rates, wherein the maximum traffic flow rate of each of the plurality of phases is the critical flow rate corresponding to that phase; determining a first critical flow summation by summing the critical flow rate of each of the plurality of phases associated with an approach-based phasing scheme, wherein the approach based phasing scheme is configured to at least control traffic movement headed towards at least a left direction, a right direction, and a straight direction; determining a second critical flow summation by summing the critical flow rate of each of the plurality of phases associated with a movement-based phasing scheme, wherein the movement-based phasing scheme is configured to at least control traffic movement of opposite directions; comparing the first critical flow summation with the second critical flow summation to find a minimum critical flow summation; and selecting the approach-based phasing scheme as a phasing scheme based on the comparison indicating that the first critical flow summation is the minimum critical flow summation.
 2. The method of claim 1, further comprising: minimizing an average intersection delay for the plurality of traffic-related data using the processing module; and determining a cycle length, through the processing module, wherein the cycle length is based at least upon the selected phasing scheme and the minimized average intersection delay.
 3. The method of claim 2, wherein the minimized average intersection delay is within a range of 10 seconds-300 seconds.
 4. The method of claim 2, wherein the cycle length is determined for any intersection with any number of legs.
 5. The method of claim 2, wherein the cycle length is determined for a four-legged intersection.
 6. The method of claim 2, wherein the cycle length is determined for a three-legged intersection.
 7. The method of claim 1, further comprising: receiving, through the processing module, a volume of traffic for a specific movement for traffic flow in the plurality of traffic lanes of the isolated signalized intersection, wherein the volume of traffic for the specific movement is stored within the plurality of traffic-related data; receiving, through the processing module, a saturation flow rate for a specific lane, wherein the saturation flow rate for the specific lane serving the specific movement is stored within the plurality of traffic-related data; and calculating a flow rate for the specific lane serving the specific movement as a ratio between the volume of traffic and the saturation flow rate, wherein the flow rate is from the set of flow rates.
 8. The method of claim 1, further comprising: selecting the movement-based phasing scheme as another phasing scheme based on the comparison indicating that the second critical flow summation is the minimum critical flow summation.
 9. The method of claim 8, further comprising: receiving, through the processing module, a volume of traffic for a specific movement for traffic flow in the plurality of traffic lanes of the isolated signalized intersection, wherein the volume of traffic for the specific lane is stored within the plurality of traffic-related data; receiving, through the processing module, a saturation flow rate for a specific lane, wherein the saturation flow rate for the specific lane serving the specific movement is stored within the plurality of traffic-related data; and calculating a flow rate for the specific lane serving the specific movement as a ratio between the volume of traffic and the saturation flow rate, wherein the flow rate is from the set of flow rates.
 10. The method of claim 8, further comprising: wherein a through-traffic volume is considered in the approach-based phasing scheme and the movement-based phasing scheme; and scaling a turning-traffic volume by an equivalent factor, wherein the equivalent factor is a ratio between a saturation flow rate of through traffic and a saturation flow rate of turning traffic.
 11. The method of claim 1, wherein an east-west approach at the isolated signalized intersection is considered independent of a north-south approach at the isolated signalized intersection during the approach-based phasing scheme.
 12. The method of in claim 1, wherein a set of results obtained for average intersection delay by implementing the method is superior to a set of results obtained for average intersection delay by implementing existing commercial programs.
 13. The method of claim 1, wherein the method is an added module to existing commercial programs to improve an outcome of the existing commercial programs. 